Steering system with failsafe torque sensor communication

ABSTRACT

Technical solutions are described for providing failsafe assist torque in steering systems. An example method includes determining, by a first controller, a first assist torque signal using a first set of torque sensor signals from a first sensor and a second set of torque sensor signals from a second sensor, the first sensor corresponding to the first controller, and the second sensor corresponding to a second controller. The method further includes determining, by the second controller, a second assist torque signal using the first and second sets of torque sensor signals. Further the method includes generating, by a motor, an assist torque using the first and second assist torque signals, and in response to the first controller receiving a diagnostic signal indicating a failure of the first torque sensor, determining by the first controller, the first assist torque signal using only the second set of torque sensor signals.

CROSS-REFERENCES TO RELATED APPLICATIONS

This patent application claims priority to U.S. Provisional PatentApplication Ser. No. 62/400,817, filed Sep. 28, 2016, which isincorporated herein by reference in its entirety.

BACKGROUND

This application generally relates to communication between electroniccontrol units (ECUs) in a vehicle, and particularly between one or moreECUs associated with an electric power steering (EPS) system in thevehicle and other ECUs in the vehicle.

Increasing reliance on automatic driving assist systems (ADAS) hasresulted in one or more controllers of various subsystems in a vehicleto communicate with each other. For example, the communicationfacilitates the subsystems to share information, in turn facilitating asubsystem to react to actions being taken by other subsystemsautomatically.

In addition, increasing vehicle safety requirements are driving systemredundancy to achieve higher safety levels. Redundancy is achieved byproliferation of the control system of the vehicle, to the extent ofhaving redundant ECUs and corresponding sensors. This in turn demands arobust and failsafe communication method between the two or more ECUsand the multiple sensors. A failure of a sensor corresponding to one ECUmay have an adverse effect on the overall system performance, leading toa safety hazard.

Accordingly, it is desirable to have a failsafe communication systemthat facilitates ECUs to determine signals based on sensor signals frommultiple sensors, even those corresponding to other ECUs in the system.

SUMMARY

According to one or more embodiments, a computer implemented method foran autonomous drive assist system to provide failsafe assist torque,includes determining, by a first torque calculation module from a firstcontroller, a first assist torque signal based on a first set of torquesensor signals from a first torque sensor and a second set of torquesensor signals from a second torque sensor, the first torque sensorcorresponding to the first controller, and the second torque sensorcorresponding to a second controller. The method further includesdetermining, by a second torque calculation module from the secondcontroller, a second assist torque signal based on the first set oftorque sensor signals from the first torque sensor the second set oftorque sensor signals from the second torque sensor. The method furtherincludes generating, by a motor, an assist torque based on the firstassist torque signal and the second assist torque signal. The methodfurther includes in response to the first torque calculation modulereceiving a diagnostic signal indicative of a failure of the firsttorque sensor, determining by the first torque calculation module, thefirst assist torque signal based only on the second set of torque sensorsignals.

According to one or more embodiments a steering system includes a motorthat generates assist torque based on one or more assist torquecommands. The steering system further includes a first controller and acorresponding torque sensor. The steering system further includes asecond controller and a corresponding second torque sensor. The firstcontroller includes a first torque calculation module configured todetermine a first assist torque signal based on a first set of torquesensor signals from the first torque sensor and a second set of torquesensor signals from the second torque sensor. The second controllerincludes a second torque calculation module configured to: determine asecond assist torque signal based on the first set of torque sensorsignals from the first torque sensor the second set of torque sensorsignals from the second torque sensor. In response to receiving adiagnostic signal indicative of a failure of the second torque sensor,determine the second assist torque signal based only on the first set oftorque sensor signals.

According to one or more embodiments a computer program product includesnon-transitory computer readable medium having computer executableinstructions, the computer executable instructions causing a processorexecuting the instructions to provide failsafe assist torque in asteering system. The steering system includes a motor that generatesassist torque based on one or more assist torque commands. The steeringsystem includes a first controller and a corresponding torque sensor.The steering system includes a second controller and a correspondingsecond torque sensor. Providing the failsafe assist torque includesdetermining, by a first torque calculation module of the firstcontroller, a first assist torque signal based on a first set of torquesensor signals from the first torque sensor and a second set of torquesensor signals from the second torque sensor. Further, providing thefailsafe assist torque includes determining, by a second torquecalculation module of the second controller, a second assist torquesignal based on the first set of torque sensor signals from the firsttorque sensor the second set of torque sensor signals from the secondtorque sensor. Further, providing the failsafe assist torque includes,in response to receiving, by the second controller, a diagnostic signalindicative of a failure of the second torque sensor, determining, by thesecond torque calculation module, the second assist torque signal basedonly on the first set of torque sensor signals.

These and other advantages and features will become more apparent fromthe following description taken in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter which is regarded as the invention is particularlypointed out and distinctly claimed in the claims at the conclusion ofthe specification. The foregoing and other features, and advantages ofthe invention are apparent from the following detailed description takenin conjunction with the accompanying drawings in which:

FIG. 1 illustrates a vehicle including a steering system, according toone or more embodiments.

FIG. 2 depicts a block diagram of the control module providing redundantfailsafe operation according to one or more embodiments.

FIG. 3 depicts a block diagram of the control module to provide failsafetorque sensing and computation according to one or more embodiments.

FIG. 4 illustrates a flowchart of an example method for a failsafetorque sensor signal communication and assist torque computationaccording to one or more embodiments.

FIG. 5 depicts an example timing diagram of missing torque dataaccording to one or more embodiments.

FIG. 6 depicts an example timing diagram implementing a frequenttriggering according to one or more embodiments.

DETAILED DESCRIPTION

As used herein the terms module and sub-module refer to one or moreprocessing circuits such as an application specific integrated circuit(ASIC), an electronic circuit, a processor (shared, dedicated, or group)and memory that executes one or more software or firmware programs, acombinational logic circuit, and/or other suitable components thatprovide the described functionality. As can be appreciated, thesub-modules described below can be combined and/or further partitioned.

The following description is merely exemplary in nature and is notintended to limit the present disclosure, application, or uses. Itshould be understood that throughout the drawings, correspondingreference numerals indicate like or corresponding parts and features.

Referring now to FIG. 1, where the invention will be described withreference to specific embodiments without limiting same, an embodimentof a vehicle 10 including a steering system 12 such as an electricalpower steering (EPS) and/or driver assistance system is illustrated. Invarious embodiments, the steering system 12 includes a handwheel 14coupled to a steering shaft 16. In the embodiment shown, the steeringsystem 12 is an electric power steering (EPS) system that furtherincludes a steering assist unit 18 that couples to the steering shaft 16of the steering system 12 and to tie rods 20, 22 of the vehicle 10. Thesteering assist unit 18 includes, for example, a steering actuator motor19 (e.g., electrical motor) and a rack and pinion steering mechanism(not shown) that may be coupled through the steering shaft 16 to thesteering actuator motor and gearing. During operation, as the handwheel14 is turned by a vehicle operator, the motor of the steering assistunit 18 provides the assistance to move the tie rods 20, 22 which inturn moves steering knuckles 24, 26, respectively, coupled to roadwaywheels 28, 30, respectively of the vehicle 10.

The actuator motor 19 is a direct current (DC) electric machine ormotor. In one embodiment, the motor 19 is a brushed DC motor. Thebrushed DC motor includes a stator and a rotor. The stator includes abrush housing having a plurality of circumferentially spaced brushesdisposed about a commutator, each brush having a contact face that is inelectrical contact with the commutator. Although embodiments describedherein are applied to a permanent magnet brushed DC motor, they are notso limited and may be applied to any suitable DC machine.

As shown in FIG. 1, the vehicle 10 further includes various sensors thatdetect and measure observable conditions of the steering system 12and/or of the vehicle 10. The sensors generate sensor signals based onthe observable conditions. In the example shown, sensors 31 and 32 arewheel speed sensors that sense a rotational speed of the wheels 28 and30, respectively. The sensors 31, 32 generate wheel speed signals basedthereon. In other examples, other wheel speed sensors can be provided inaddition to or alternative to the sensors 31 and 32. The other wheelspeed sensors may sense a rotational speed of rear wheels 34, 36 andgenerate sensor signals based thereon. As can be appreciated, otherwheel sensors that sense wheel movement, such as wheel position sensors,may be used in place of the wheel speed sensors. In such a case, a wheelvelocity and/or vehicle velocity or speed may be calculated based on thewheel sensor signal. In another example, the sensor 33 is a torquesensor that senses a torque placed on the handwheel 14. The sensor 33generates torque signals based thereon. Other sensors include sensorsfor detecting the position (motor position) and rotational speed (motorvelocity or motor speed) of the steering actuator motor or other motorassociated with the steering assist unit 18.

A control module 40 controls the operation of the steering system 12based on one or more of the sensor signals and further based on thesteering control systems and methods of the present disclosure. Thecontrol module may be used as part of an EPS system to provide steeringassist torque and/or may be used as a driver assistance system that cancontrol steering of the vehicle (e.g., for parking assist, emergencysteering control and/or autonomous or semi-autonomous steering control).In one or more examples, the control module 40 facilitates the steeringsystem 12 to implement a steer by wire system, where the steering system12 is not mechanically connected to one or more mechanical components ofthe vehicle, such as the wheels; rather, the steering system 12 receiveselectric control signals from one or more sensors and/or components andgenerates torque and maneuvering signals in response. Furthermore, insuch case, the handwheel includes angle sensor (not shown) and mayinclude additional servo motor or actuator, and corresponding sensors,such as a position sensor (not shown). The steering system 12 usessteering assist unit 18 to control the lateral movement of tie-rods 20,26 based on the handwheel's angle signal received by the control module40. In such case, the steering shaft 16 may be absent or may have aclutch mechanism that allows handwheel to be mechanically disengagedfrom rest of the steering system or vehicle. A steer by wire system mayhave a closed loop control for steering assist unit 19's positioncontrol and handwheel unit 14's torque control.

Aspects of embodiments described herein may be performed by any suitablecontrol system and/or processing device, such as the motor assist unit18 and/or the control module 40. In one embodiment, the control module40 is or is included as part of an autonomous driving system.

A processing or control device, such as the control module 40, addresstechnical challenges described herein by implementing the technicalsolutions described herein. For example, a technical challenge in asteering system 12 is that with newer vehicle technologies such asautomated driver assistance systems (ADAS) and/or autonomous driving,there is an increasing demand for failsafe operational automotivesubsystems such as the steering systems. For example, because in suchautomated driving systems and scenarios human intervention from anoperator/driver is not to be relied on as much as before, the vehiclesubsystems such as the steering system 12 are to implement redundantfunctionality to provide failsafe operation. For example, the steeringsystem 12 is to continue operation even after a digital sensor, such asa torque sensor fails.

FIG. 2 depicts a block diagram of the control module 40 providingredundant failsafe operation according to one or more embodiments. Thedepicted example control module 40 provides failsafe torque sensing andassist torque computations using a dual (two) electronic control unit(ECU) architecture, however, it should be noted that in other examples,additional ECUs may be used. The depicted control module 40 includes,among other components, an ECU1 215, and an ECU2 225, which respectivelysend/receive communication signals from a first torque sensor 210 and asecond torque sensor 220. It should be noted that the examples describedherein are for providing torque computations in a redundant and failsafemanner using torque sensors corresponding to each ECU in the steeringsystem 12, however, in other examples, the technical solutions describedherein can be implemented to provide failsafe and redundant computationsbased on other sensor signals.

Referring back to FIG. 2, in the assist torque computation example, theECU 1 215 and the ECU2 225 provide respective torque commands to themotor 19 to generate the assist torque. The assist torque generated bythe motor 19 helps the operator of the steering system 12 to maneuverthe vehicle 10 using lesser force than without the assist torque. In oneor more examples, the motor 19 is a dual wound motor that receives afirst torque command (Tcmd-I) from the ECU1 215 and a second torquecommand (Tcmd-II) from the ECU2 225. The assist torque generated by themotor 19 is based on a total value of the multiple torque commandsreceived, in this case Tcmd-I and Tcmd-II. In one or more examples, theTcmd-I and Tcmd-II together may be referred to as an assist commandprovided by the control module 40 to the motor 19.

The ECU1 215 generates the Tcmd-I based on one or more torque signalsreceived from the first torque sensor 210, and the ECU2 225 generatesthe Tcmd-II based on one or more torque signals received from the secondtorque sensor 220. Typically, when the first torque sensor 210 fails,the corresponding ECU1 215 does not generate the corresponding Tcmd-I.However, the other ECU2 225 still generates Tcmd-II. This may result ina partial assist torque based on the assist command, which in this caseonly includes Tcmd-II. For example, if Tcmd-I and Tcmd-II are typicallysubstantially equal to each other, the partial assist torque may be 50%of the assist torque that may have been generated with both torquesensors being operative. Such a partial assist torque may not bedesirable for all vehicle maneuvers, and poses a technical challenge.The technical solutions described herein address such a technicalchallenge.

FIG. 3 depicts a block diagram of the control module 40 to providefailsafe torque sensing and computation according to one or moreembodiments. The depicted control module 40 addresses the technicalchallenge by sending individual torque sensor outputs to both ECU's, theECU1 215 and the ECU2 225. With this configuration, in case of a failureof one torque sensor, say the first torque sensor 210, both ECUscontinue to function and generate respective torque commands usingtorque signals from the operative (second) torque sensor, thusmaintaining full assist. It should be noted that although the depictedexample illustrates two torque signals sharing their outputs with twoECUs, in other examples the implementation may include additional torquesensors sharing respective outputs with multiple ECUs in the controlmodule 40, where each torque sensor is corresponding to an ECUrespectively.

In one or more examples, the torque sensor 210 includes two torquesignal communication ports, port T1 312 and port T2 314. The torquesensor 210, in one or more examples, measures two torque values that areforwarded to the ECU1 215 via the respective ports T1 312 and T2 314.The torque sensor 210 measures the two torque values to provide furtherredundancy, and the ECU1 215 arbitrates between the two values receivedfrom the ports T1 312 and T2 314 to determine a torque signal value fromthe torque sensor 210. Similarly, the torque sensor 220 includes twotorque signal communication ports T3 322 and T4 324, to send the twotorque signals measured by the torque sensor 220 to the ECU2 225.

The two torque sensors 210 and 220 are controlled by the respective ECUs215 and 225. For example, the torque sensor 210 sends measured torquesignals via the ports 312 and 314 in response to receiving a triggersignal from the corresponding ECU1 215. In one or more examples, thetrigger may be a pulse signal. Similarly, the torque sensor 220 sendsmeasured torque signals via the ports 322 and 324 in response toreceiving a trigger from the ECU2 225.

Further, the structures of the ECUs 215 and 225 are described. As can beseen, the two ECUs 215 and 225 include similar components. The ECU1 215includes a torque measurement driver peripheral (TMDP) 330A, and acentral processing unit (CPU) 340A. Similarly, the ECU2 225 includes aTMDP 330B and a CPU 340B.

The TMDP 330A controls sending the trigger signal and receiving thetorque signals from the first torque sensor 210. For example, when a rawTbar torque sensor measurement value is received from the first torquesensor 210, it is converted to an engineering unit inside the ECU1 215by the TMDP 330A. In one or more examples, the TMDP 330A receives a SENTmessage (i.e. raw data) from the torque sensor 210 and sends it to a CPU340A of the ECU1 215.

The TMDP 330A receives torque sensor signals from the communicationports T1 312 and T2 314 of the first torque sensor 210 via port Ta 332Aand port Tb 334A respectively of the TMDP 330A. In addition, for thefailsafe operation, the TMDP 330A receives torque sensor signals fromthe communication ports T3 322 and T4 324 of the first torque sensor 220via port Tc 336A and port Td 338A respectively of the TMDP 330A.

Further, port Ta 232A is setup in transmit and receive mode so that theport Ta 232A can trigger and receive the raw signal (T1 312) from thefirst torque sensor. Further, the port Tb 234A is setup in the transmitand receive mode to trigger and receive the raw signal (T2 314) from thefirst torque sensor. The port Tc 236A is setup in a receive-only mode,as it can only receive the raw signal (T3 322) from the second torquesensor 220 and not trigger the second torque sensor 220 to send thesignal T3 322. Similarly, the port Td 338A is setup in receive-only modeto only receive and not trigger the raw signal (T4 324) from the secondtorque sensor 220. The TMDP 330A forwards the signals received on theports Ta-Td to the CPU 340A for calculation of the first torque command.

In addition, the TMDP 330A receives diagnostics signals from eachcommunication port of the torque sensors. Each diagnostic signal is alogic signal that indicates if the corresponding value of raw torquesensor signal is valid (corresponds to a TRUE value). In case of anerror/failure at the corresponding measurement, the diagnostic signalindicates that the measurement is inoperative/invalid by indicating aFALSE logic signal value. Each of ports, port T1 312, T2 314, T3 322, T4324 forward the corresponding diagnostic signal received by the ports Ta332A, Tb 334A, Tc 336A, and Td 338A, respectively. In one or moreexamples, all ports of a single torque sensor send the same diagnosticsignal. For example, the ports of the first torque sensor 210, port T1312 and port T2 314 forward a common diagnostic signal (Diag1) to theports Ta and Tb. Similarly, the ports of the second torque sensor 220,port T3 322 and port T4 324 forward a common diagnostic signal (Diag2)to the ports Tc and Td.

In one or more examples, the CPU includes a torque measurement module342A that converts the raw torque data from the TMDP 330A to theengineering unit (HwNm) by post processing the data. The convertedtorque signal values are forwarded to a torque calculation module 344Aof the CPU 340A. The torque calculation module 344A computes the torquesignal that is used for the first assist torque command (Tcmd I)calculation by an assist calculation module 346A. In one or moreexamples, the assist calculation module 346A generates the Tcmd I tocompensate for the torque signal. The assist calculation module 346A mayuse additional control signals when generating the Tcmd I, such as motorvelocity, vehicle speed, among others. The assist calculation module346A may use an observer-based models, or the like. The assistcalculation module 346A computes the assist torque command Tcmd I andforwards it to the motor 19 to generate the corresponding assist torque.

The input signals to the torque calculation module 344A includes thefirst set of torque sensor signals from the first sensor 210 (Ta, Tb),the second set of torque sensor signals from the second torque sensor220 readings (Tc, Td). In addition, the TMDP forwards to the torquecalculation module 344A the diagnostic signals from the two torquesensors, the Diag1 and Diag2 diagnostic signals. The torque calculationmodule calculates the torque signal used for assist calculation based onthe torque sensor signals and the diagnostic signals. In one or moreexamples, the torque signal is computed based on the logic from table 1.

TABLE 1 Diag 1 value Diag 2 value Output of Torque Calculation TRUE TRUEw · Tx + (1 − w) · Ty TRUE FALSE Tx FALSE TRUE Ty FALSE FALSE Previousgood where w is a weight factor with constraint: 0 <= w <= 1, Tx = (Ta +Tb)/2, and Ty = (Tc + Td)/2, the weight factor being a predeterminedvalue, for example 0.5, 0.4, 0.6, and the like.

In first case, where Diag1 & Diag2 are both TRUE, weight factor, w, canassume value such as 0.5. This case is the default mode of operation ofthe EPS system 12 indicative of both torque sensors being operative andgenerating valid measurements. In this case, the torque signal iscomputed based on the first set of torque signals and the second set oftorque signals from the respective torque sensors. It should be notedthat the calculation scheme using w is one example, and that in otherexamples the torque calculation may be based on a different equationwith different number of weighting factors.

In case the Diag1 indicates that the first torque sensor 210 isoperative but the Diag2 indicates that the second torque sensor 220 isinoperative, the torque signal is computed based only on the first setof torque signals from the first torque sensor.

In case the Diag1 indicates that the first torque sensor 210 isinoperative and the Diag2 indicates that the second torque sensor 220 isstill operative, the torque signal is computed based only on the secondset of torque signals.

In case of failure of both torque sensors, the torque calculation usesthe last known valid torque sensor signal values.

The ECU2 223 includes the same components as the ECU1 215 that operatein the same manner as described above. For example, the ECU2 225includes a TMDP 330B with ports Ta 332B, Tb 334B, Tc 336B, and Td 338B.The ports of the TMDP 330B are connected such that Ta 332B and Tb 334Breceive torque signals from the ports of the second torque sensor 220,T3 322 and T4 324 respectively. Similar to TMDP 330A, the ports Ta 332Band Tb 334B of the TMDP 330B are set in transmit and receive mode tosend triggers to the second torque sensor 225. Further, the ports Tc336B and Td 338B receive the torque signals from the ports T1 312 and T2314 of the first torque sensor 210 in receive-only mode.

Further, the ECU2 225 includes a CPU 340B similar to the CPU 340A. TheCPU 340B also includes a torque measurement module 342B that convertsthe torque signals received by the TMDP 330B and forwards the postprocessed torque signals to the torque calculation module 344B. Thetorque calculation module 344B calculates a second torque signal for theassist calculation module 346B to generate and forward the second torqueassist command (Tcmd II) to the motor 19.

Thus, even in case of a failure the torque sensors, the ECUs continuesto generate an assist torque command. Further, even in case of a failureof a single torque sensor, the corresponding ECU generates an assisttorque command using torque sensor signals from a second torque sensor.Hence, a reduction in noise and measurement variation of the output oftorque calculation (in each ECU) results in overall system performanceimprovement in terms of noise & vibration.

Thus, the torque sensor signals from all torque sensors in the systembeing provided to both ECUs facilitates an improvement over typicalapparatus/method, for example of 50% assist in case the torque commandsgenerated by all ECUs in the control module 40 are substantially equal.

FIG. 4 illustrates a flowchart of an example method for a failsafetorque sensor signal communication and assist torque computationaccording to one or more embodiments. The example method illustrated bythe flowchart uses a dual ECU architecture as described earlier.However, it should be noted that in other examples, the method may beused in case of a system with more than two ECUs.

The method includes receiving at the first ECU1 215, from the firsttorque sensor 210, a first set of torque signals and a first diagnosticsignal, as shown at block 412. The first set of torque signals arereceived in response to a trigger signal sent by the ECU1 215 to thefirst torque sensor 210. The first set of torque signals are received byports Ta 332A and Tb 334A, which are in transmit-and-receive mode.

Further, the first ECU1 215 receives, from the second torque sensor 220,a second set of torque signals and a second diagnostic signal, as shownat block 414. The second set of torque signals are received by ports Tc336A and Td 338A, which are in receive-only mode, and in response to thesecond ECU2 225 sending a trigger signal to the second torque sensor220. In one or more examples, because the first torque sensor 210 isassociated with the first ECU1 215, the torque signals received from thefirst torque sensor 210 are ‘primary’ torque signals for the ECU1 215,and the torque signals received from the second torque sensor 220 are‘secondary’ torque signals for the ECU1 215.

The ECU1 215 computes the first assist torque command (Tcmd I) based onthe first and/or second set of torque signals depending on thediagnostic signals as described earlier (Table 1), as shown at block416.

Concurrently, the method includes receiving at the second ECU2 225, fromthe first torque sensor 210, a first set of torque signals and a firstdiagnostic signal, as shown at block 422. The first set of torquesignals are received by ports Tc 336B and Td 338B, which are inreceive-only mode, and in response to the first ECU1 215 sending atrigger signal to the first torque sensor 210.

Further, the ECU2 225 receives from the second torque sensor 220, asecond set of torque signals and a second diagnostic signal, as shown atblock 424. The second set of torque signals are received in response toa trigger signal sent by the ECU2 225 to the second torque sensor 220.The second set of torque signals are received by ports Ta 332B and Tb334B, which are in transmit-and-receive mode. In one or more examples,because the second torque sensor 220 is associated with the second ECU2225, the torque signals received from the second torque sensor 220 are‘primary’ torque signals for the ECU2 225, and the torque signalsreceived from the first torque sensor 210 are ‘secondary’ torque signalsfor the ECU2 225.

The ECU2 225 computes the second assist torque command (Tcmd II) basedon the first and/or second set of torque signals depending on thediagnostic signals as described earlier (Table 1), as shown at block426.

The method further includes receiving, by the motor 19, the first assisttorque command and the second assist torque command and generatingassist torque based on the two commands, as shown at block 430.

Such a configuration of the multiple ECUs and torque sensors sharingtorque signals with the ECUs poses technical challenges. For example, inthe case of dual ECU configuration depicted in FIG. 3, each torquecommand that is generated may not be substantially equal due todifferences in the measured torque signals from the two torque sensorsassociated with each respective ECU, ECU1 215 and ECU2 225. Suchdifferences in the two torque commands from the respective ECUs may leadto performance degradation of the steering system 12, for example,noise/vibrations caused by the variations in the torque commands. Thetechnical solutions described herein further address such technicalchallenges, for example by using measurements from both the torquesensors in a manner to reduce the torque command calculation variations.

Further, another technical challenge is that a difference in the clockrate used by the two ECUs may cause missing messages from the torquesensors. For example, if the ECU1 215 operates at a first clock rate thefirst torque sensor 210 generates the torque signals at the first clockrate at which the ECU1 215 sends requests for the torque signal values.Further, if the ECU2 225 operates at a second clock rate, different thanthe first ECU1 215, the second torque sensor 220 generates the secondtorque signals based on the second clock rate at which the ECU2 225sends requests for the second torque signals. In one or more examples,based on the clock rates, the ECU1 215 may miss torque signal messagesgenerated by the second torque sensor 220, or alternatively, the ECU2225 may miss the torque signal messages generated by the first torquesensor 210. The technical solutions described herein address suchtechnical challenge by adjusting the clock rates of one or morecomponents of the ECUs dynamically. In one or more examples, the clockrates may be adjusted dynamically based on diagnostic messages from thetorque sensors indicating whether the torque sensors have encountered afailure/error.

For example, consider that the TMDP 330A/B requests (sends trigger) dataat same period (2 ms) as the sampling time of the corresponding CPU340A/B. However, the two CPUs 340A/B (and/or both ECUs 215 and 225) havedifferent reference clocks. Synchronizing the reference clocks of thetwo CPUs 340A/B (or the ECUs 215 and 225) is typically very difficult.Further, as described above, in each ECU 215 and 225, the torque signalsreceived at Tc 336A/B, and Td 338A/B are triggered from the other ECU.Hence, because of the different reference clocks, the secondary torquesignals sent to the ECU 215/225 may not be received in time, which maycause a current iteration loop at the ECU 215/225 to be missing torquedata.

FIG. 5 depicts an example timing diagram of missing torque dataaccording to one or more embodiments. In FIG. 5, the length of SENT boxindicates the torque data transmission time. The example depictedillustrates an effect of the torque sensors being triggered at 2 ms on 2ECUs, however it should be noted that in other examples, using adifferent triggering period has similar effect leading to missing torquedata. A “Read” by an ECU is to happen only after the torque datatransmission is complete; otherwise, the current loop torque data islost as indicated.

The technical solutions described herein may address this technicalchallenge by a delayed reading of Tc 336A, Td 338A in ECU1 215. A delayabove a predetermined duration can ensure that messages at Tc 336A, Td338A are not missed by ECU1 215. A similar delay may be implemented atthe ECU 225 for the ports Tc 336B and Td 338B. However, such delays maylead to a lag between Ta 332A/B, Tb 334A/B vs. Tc 336A/B, Td 338A/B.

Alternatively, the technical solutions described herein addresses thetechnical challenge by using a frequent triggering method. For example,ECU2 225 triggers T3 322, T4 324 at a rate faster (e.g. Ts/4) than thesampling time (Ts) of the CPUs 330A/B. In one or more examples, thetriggering rate may be limited due to constraints imposed by acommunication protocol being used. In this case, the TMDP 330A/B storesmore than one (e.g. four) samples every sampling time, Ts. The number ofsamples stored is based on a relation between the sampling time of theCPU 330A/B and the triggering rate. Thus, even if ECU1 215 does notreceive most recent sample in time, the ECU1 215 can access the previoussample as the secondary torque signals.

FIG. 6 depicts an example timing diagram implementing a frequenttriggering according to one or more embodiments. In the depictedexample, the sampling time of the CPUs 340A/B is 2 ms and the triggeringrate of the TMDP 330A/B is accelerated to 0.5 ms. It should be notedthat in other examples different sampling time and triggering rates maybe used. As illustrated, because of the frequent triggering in this casethe maximum delay for the ECU 215/225 in receiving secondary torquesignals is reduced to 0.5 ms from 2 ms. Thus, only a partial delay isintroduced at few occurrences. Hence, this solution addresses thetechnical challenge mentioned earlier.

Referring back to FIG. 5, it can be seen that when 2 ms triggering isused, a larger number of current loop messages were missed by asecondary torque sensor. Test results indicate that there is a suddenjump of missed messages after the system is continued in use, forexample after 50 seconds and approximately 30% messages are lost duringthe jump within approximately 12 seconds of time span. This is becauseof the ECU1 vs ECU2 clock misalignment. Such current loop missedmessages can be deemed unacceptable to use Tc, Td forverification/failsafe of Ta, Tb. However, as seen in FIG. 6, when using0.5 ms triggering, in comparison, significantly fewer messages weremissed in a secondary torque sensor.

Accordingly, in one or more examples, the TMDP 330A/B uses a triggeringrate for requesting torque signals from the primary torque sensors(first torque sensor for the ECU1, and second torque sensor for ECU2),which is different from the sampling rate (reference clock) used by theCPU 340A/B. In one or more examples, the triggering rate is faster thanthe reference clock, For example, twice faster, four times faster, orany other.

Table 2 depicts example cases where the rate at which the torque signalsare sampled from the torque sensors are changed, and/or the computationof the final torque is changed based on a failure at one of the torquesensors.

TABLE 2 Option 1 Option 2 Option 3 Option 4 Handwheel Ta, Tb, Tc, Td Ta,Tb, Tc, Td Ta, Tb - Ta, Tb - Torque @500 us, @2 ms @500 us @500 usMeasurements Tc, Td @X ms Tc, Td @2 ms Final Torque w · Tx + (1 − w) ·Ty, w · Tx + (1 − w) · Ty, w · Tx + (1 − w) · Ty, w · Tx + (1 − w) · Ty,Calculation where 0 < w < 1 where w = 1, and in where w = 1, where w =1, case of Tx Failure and in case of and in case of w = 0 Tx Failure w =0 Tx Failure w = 0 NOTE: When Tx failed, Tc, Td sample rate changed from2 ms to 0.5 ms

The technical solutions described herein facilitate communicatingindividual torque sensor output to multiple ECUs, for example, in apower steering system. Hence, even after failure of one torque sensor,multiple ECUs can function while maintaining full assist torque in thesteering system. The technical solutions thus provide an improvementover existing apparatus/method, for example of 50% assist. The technicalsolutions described herein compute output torque used for generating theassist torque command using a weighted averaging method when nodiagnostics is detected for the torque sensors, the method using torquesignals from multiple torque sensors. In case of a torque sensorfailure, the technical solutions described herein compute the outputtorque using a weighted averaging method without the torque signals fromthe sensor encountering an error/failure.

The technical solutions, in case of a dual ECU architecture providesredundancy using two digital torque sensors (instead of four), and thusprovides cost savings.

The present technical solutions may be a system, a method, and/or acomputer program product at any possible technical detail level ofintegration. The computer program product may include a computerreadable storage medium (or media) having computer readable programinstructions thereon for causing a processor to carry out aspects of thepresent technical solutions.

Aspects of the present technical solutions are described herein withreference to flowchart illustrations and/or block diagrams of methods,apparatus (systems), and computer program products according toembodiments of the technical solutions. It will be understood that eachblock of the flowchart illustrations and/or block diagrams, andcombinations of blocks in the flowchart illustrations and/or blockdiagrams, can be implemented by computer readable program instructions.

The flowchart and block diagrams in the Figures illustrate thearchitecture, functionality, and operation of possible implementationsof systems, methods, and computer program products according to variousembodiments of the present technical solutions. In this regard, eachblock in the flowchart or block diagrams may represent a module,segment, or portion of instructions, which comprises one or moreexecutable instructions for implementing the specified logicalfunction(s). In some alternative implementations, the functions noted inthe blocks may occur out of the order noted in the Figures. For example,two blocks shown in succession, in fact, may be executed substantiallyconcurrently, or the blocks may sometimes be executed in the reverseorder, depending upon the functionality involved. It will also be notedthat each block of the block diagrams and/or flowchart illustration, andcombinations of blocks in the block diagrams and/or flowchartillustration, can be implemented by special purpose hardware-basedsystems that perform the specified functions or acts or carry outcombinations of special purpose hardware and computer instructions.

It will also be appreciated that any module, unit, component, server,computer, terminal or device exemplified herein that executesinstructions may include or otherwise have access to computer readablemedia such as storage media, computer storage media, or data storagedevices (removable and/or non-removable) such as, for example, magneticdisks, optical disks, or tape. Computer storage media may includevolatile and non-volatile, removable and non-removable media implementedin any method or technology for storage of information, such as computerreadable instructions, data structures, program modules, or other data.Such computer storage media may be part of the device or accessible orconnectable thereto. Any application or module herein described may beimplemented using computer readable/executable instructions that may bestored or otherwise held by such computer readable media.

While the technical solutions are described in detail in connection withonly a limited number of embodiments, it should be readily understoodthat the technical solutions are not limited to such disclosedembodiments. Rather, the technical solutions can be modified toincorporate any number of variations, alterations, substitutions, orequivalent arrangements not heretofore described, but which arecommensurate with the spirit and scope of the technical solutions.Additionally, while various embodiments of the technical solutions havebeen described, it is to be understood that aspects of the technicalsolutions may include only some of the described embodiments.Accordingly, the technical solutions are not to be seen as limited bythe foregoing description.

What is claimed is:
 1. A computer implemented method for an autonomousdrive assist system to provide failsafe assist torque, the methodcomprising: determining, by a first torque calculation module from afirst controller, a first assist torque signal based on a first set oftorque sensor signals from a first torque sensor and a second set oftorque sensor signals from a second torque sensor, the first torquesensor corresponding to the first controller, and the second torquesensor corresponding to a second controller; determining, by a secondtorque calculation module from the second controller, a second assisttorque signal based on the first set of torque sensor signals from thefirst torque sensor and/or the second set of torque sensor signals fromthe second torque sensor; generating, by a motor, an assist torque basedon the first assist torque signal and the second assist torque signal;and in response to the first torque calculation module receiving adiagnostic signal indicative of a failure of the first torque sensor,determining by the first torque calculation module, the first assisttorque signal based only on the second set of torque sensor signals,wherein the first torque sensor sends the first set of torque sensorsignals to the first controller and to the second controller in responseto receiving a trigger signal from a first torque measurement driverperipheral of the first controller, wherein the first torque measurementdriver peripheral receives the second set of torque signals viacommunication ports configured in receive-only mode and the first set oftorque signals via communication ports configured intransmit-and-receive mode.
 2. The computer implemented method of claim1, wherein the motor is a dual-wound motor generating the assist torquebased on the first assist torque signal and the second assist torquesignal.
 3. A computer implemented method for an autonomous drive assistsystem to provide failsafe assist torque, the method comprising:determining, by a first torque calculation module from a firstcontroller, a first assist torque signal based on a first set of torquesensor signals from a first torque sensor and a second set of torquesensor signals from a second torque sensor, the first torque sensorcorresponding to the first controller, and the second torque sensorcorresponding to a second controller; determining, by a second torquecalculation module from the second controller, a second assist torquesignal based on the first set of torque sensor signals from the firsttorque sensor and/or the second set of torque sensor signals from thesecond torque sensor; generating, by a motor, an assist torque based onthe first assist torque signal and the second assist torque signal; andin response to the first torque calculation module receiving adiagnostic signal indicative of a failure of the first torque sensor,determining by the first torque calculation module, the first assisttorque signal based only on the second set of torque sensor signals,wherein the first torque sensor sends the first set of torque sensorsignals to the first controller and to the second controller in responseto receiving a trigger signal from a first torque measurement driverperipheral of the first controller, wherein the first torque measurementdriver peripheral triggers the first torque sensor at a triggering ratethat is different from a sampling rate used by the torque calculationmodule.
 4. The computer implemented method of claim 3, wherein thetriggering rate is faster than the sampling rate.
 5. The computerimplemented method of claim 3, wherein the motor is a dual-wound motorgenerating the assist torque based on the first assist torque signal andthe second assist torque signal.
 6. A computer implemented method for anautonomous drive assist system to provide failsafe assist torque, themethod comprising: determining, by a first torque calculation modulefrom a first controller, a first assist torque signal based on a firstset of torque sensor signals from a first torque sensor and a second setof torque sensor signals from a second torque sensor, the first torquesensor corresponding to the first controller, and the second torquesensor corresponding to a second controller; determining, by a secondtorque calculation module from the second controller, a second assisttorque signal based on the first set of torque sensor signals from thefirst torque sensor and/or the second set of torque sensor signals fromthe second torque sensor; generating, by a motor, an assist torque basedon the first assist torque signal and the second assist torque signal;and in response to the first torque calculation module receiving adiagnostic signal indicative of a failure of the first torque sensor,determining by the first torque calculation module, the first assisttorque signal based only on the second set of torque sensor signals,wherein the second torque sensor sends the second set of torque sensorsignals to the first controller and to the second controller in responseto receiving a trigger signal from a second torque measurement driverperipheral of the second controller, wherein the second torquemeasurement driver peripheral receives the first set of torque signalsvia communication ports configured in receive-only mode.
 7. The computerimplemented method of claim 6, wherein the motor is a dual-wound motorgenerating the assist torque based on the first assist torque signal andthe second assist torque signal.
 8. A computer implemented method for anautonomous drive assist system to provide failsafe assist torque, themethod comprising: determining, by a first torque calculation modulefrom a first controller, a first assist torque signal based on a firstset of torque sensor signals from a first torque sensor and a second setof torque sensor signals from a second torque sensor, the first torquesensor corresponding to the first controller, and the second torquesensor corresponding to a second controller; determining, by a secondtorque calculation module from the second controller, a second assisttorque signal based on the first set of torque sensor signals from thefirst torque sensor and/or the second set of torque sensor signals fromthe second torque sensor; generating, by a motor, an assist torque basedon the first assist torque signal and the second assist torque signal;and in response to the first torque calculation module receiving adiagnostic signal indicative of a failure of the first torque sensor,determining by the first torque calculation module, the first assisttorque signal based only on the second set of torque sensor signals,wherein determining the first assist torque signal based on the firstset of torque sensor signals and the second set of torque sensor signalsfurther comprising: computing a first torque signal component based onthe first set of torque sensor signals; computing a second torque signalcomponent based on the second set of torque sensor signals; anddetermining the first assist torque signal as a weighted average of thefirst torque signal component and the second torque signal componentusing a predetermined weight factor.
 9. The computer implemented methodof claim 8, wherein the motor is a dual-wound motor generating theassist torque based on the first assist torque signal and the secondassist torque signal.